KRviator

11 hours ago, 10.5 said:

His departure will be universally welcomed as his greatest contribution to Australian aviation.

 

Only if the new owner is willing to invest in the airport to make it work as a viable GA airport... Things could always get worse...

So what's he actually asking, anyone know?

3 minutes ago, skippydiesel said:

Out of idle interest - what jurisdiction (State) does your statement refer to??

Think he could be referring to AS1940:

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7.6.3 Filling of containers at dispensers

 

Flammable liquids shall not be filled from a service station’s fuel dispenser into a container unless-

• The capacity of the container is not greater than 25L; and
• The container complies with AS/NZS 2906 or equivalent Standard, or is reasonably leakproof, metal, and has a tight-fitting closure; or
• The container is an approved fuel tank for a boat.

 

Any container shall be on the ground whilst being filled, and not in a car boot or the back of a utility vehicle.

 

NOTE: Approved portable fuel tanks for boats may be filled in situ.

It's probably not the worst option out there, TBH. If it's one of those "You must get there" and you know there's no fuel, then it makes sense to save your back. That being said...

Last year I flew from Gladstone-Townsville and tankered fuel in a steel jerrycan so I didn't have to try to source fuel on arrival - though Christian (from Donnington Airpark) did say he's happy to facilitate that if needed from the local servo, but it was just one less thing I wanted to fluff about with. If you have the payload, I'd consider that over a trolley and collapsible bladders depending on your W+B.

But I have to ask, what went amiss in planning this hypothetical trip? Surely you're not just going to this unattended airstrip just for the sake of it, you'd be meeting someone, or picking someone up, so there's the option for a lift there?

The other thing I'd mention is consider is putting the call out on FB, you may well find someone sympathetic to your plight who'll give you a hand. For example: a few months back, a BK-based pilot asked about public transport from our local airport to an adjacent town, and while it is there, it's extremely limited. I said "If you're coming up around this day or time, let me know and I'll take you in, I need to nip over there anyways". He flew up, parked the Arrow in my backyard, I drove him across to drop off his parcel while I picked up a bike for Mini-Me, he brought me a pie in return and he flew home.

Another example would be a mate got stuck with the weather coming home from Qld a little while back and lobbed in to our local airport. Called me up and after a bit of Tetris, we squeezed his Maule into our hangar and I dropped him in town where he had arranged a ride back to the coast. Picked him up couple days later and he flew home under blue skies.

These aren't isolated examples, so don't be too afraid of asking for help. If @Bosi72's on the right track, you won't be the first to need help at that particular strip, so FB or even here can provide an answer as to what other pilots have done in the past.

Re the transport of fuel (or other DG), anything that is a "Placard load" requires marking and specific training, and what defines a placard load varies depending on the material. Which is how you can get away with carrying a couple of gas bottles in your car - it's under the limit. From memory, it's any DG in bulk (a container of more than 250L) or more than 1000L or Kg all up, or any quantity of Class 1.1, or 6.1 or 7 (though it's been 20 years since I did my DG course, so cut me a little slack if I'm getting forgetful!). There's nothing particularly special about carrying a jerry or two of fuel - in NSW or elsewhere so don't get too wrapped up about "following the roolz", or any cow cockie who goes to get fuel for his gennie would be a criminal.

4 hours ago, danny_galaga said:

Can't blame studios for using CGI etc. It's often cheaper, and obviously MUCH safer. But I agree, there's something special about seeing it done for real, whether it's the car chase scenes in films like The French Connection, or Christian Bale actually losing nearly 30kg for his role in The Machinist or of course this movie.

I love CGI, especially airplane CGI... It's getting better, but still...

Updated their lead times I saw, still well in excess of a year-and-a-half wait for all the QB kits. And a near 50% increase in their cost. The -9A's now $74.5K for the QB - nearly $115,000AUD, then there's shipping and GST on top of that. You'd be exceptionally lucky just to get the kit here for under $135K. Bloody hell.

The 2-seat QB RV's are now a quarter-million-dollar build if you want a new engine ($41KUSD) & an EFIS. Just for my own interest, I keep a spreadsheet of my rough build cost and update it with price changes every 6 months or so. To do a one-for-one replacement of my -9 today,  you're looking at around $260,000.

I replied to this a while back didn't I? Where's my post gone? Did someone report it?!?

I'm not so old that I am that technologically illiterate yet...

57 minutes ago, pmccarthy said:

Maritime and aeronautical radio communications courses use those as mnemonics to convey the important difference between mayday and pan-pan.

Then there's 'securite' used to denote an all-stations call to other vessels about a marine hazard or navigational warning but you yourself aren't in harms way.

1 hour ago, spacesailor said:

I , have always been told A , " pan Pan " landing , takes priority over Any normal

Activity.  Clear the runway .

spacesailor

PAN = Possible Assistance Needed. Not "I need to get my asre on the ground right now!" 

In this case, there's no urgency to land, and it's prudent to reduce fuel and landing weight so much as possible while also giving the fitters as much time to come up with alternate means to get the wheels down. And anyway - you might as well log as much twin-time as you can before you bend the aeroplane...

I've no doubt if they became an emergency, rather than just a non-normal, arrival, that Tower would've told everyone else to bugger off.

11 hours ago, BirdDog said:

YDC is getting dizzy around the Gold Coast.  😞 

 

 

Indeed it is strange. No human could fly a holding pattern so accurately!

And more to the point, I want to know what STC is installed that gives this particular Baron the ability to dump fuel...

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The pilots kept the plane in the air roughly an hour, circling the airport and dumping fuel, before eventually touching down without a landing gear.

Bet the people of Currumbin Water's don't know they had an Avgas shower last night.😆

I have an Icom IC-A16 and the powerpack for that takes 240VAC and outputs 12VDC for the plug to the charging dock.

Easiest solution I see is go buy another dock - in my case an Icom BC-213 - and cut the cable from the transformer to the plug and install a 12VDC male plug on it to suit your panel socket. If you're really paranoid about feeding your "12V radio" from a 13.8V system, you can get a LM7812 regulator that'll give you a pure & regulated 12VDC and install that in the circuit for less than a schooner during happy hour.

For your Uniden, have a look at what the powerpack outputs before doing the same. It may be 5V, 12V or something else. But the beauty of that is the LM78xx series of regulators come in a half-dozen different varieties so you can install one of them in the Uniden charging circuit too. 

Click on the person's name in the thread you want to PM, then click the Message button. It'll open up a Compose window and Bobs ya ma's brother.

10 hours ago, jackc said:

Drop it down on the highway…….and take off 🤩

Gotta fill the tanks first....

There was a Rotax-powered Jab out of Warnervale a few years back. James Stewart is the CFT there for Cloud-9 and might be able to help if you give him a call. Andrew Smith is the CFI of the CCAC and may be able to let you know if it was one of his members' planes if James can't help you out.

EDIT:
So just to confirm, this is a swap from a Jab 2200 to a Rotax in a 24- reg, not a Rotax installed in a new-from-the-factory Jab kit (hich would qualify for 19- reg)?

If it was 19- originally, why does MARAP apply if it was Experimental originally anyway?

I dun geddit...

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According to the Australian Ministry of Defence, the aircraft have failed to meet scheduled annual flight hours due to maintenance and associated readiness issues.

So they're going to replace it with a slightly newer version of the same shitbox. Polish a turd it's still a turd... They have the KC30 for long range overseas junkets and the Falcon's for regional pork-barreling. Why do we need the BBJ as well? How often do they take the full 30 pax?

3 hours ago, turboplanner said:

I went checking for some meaningful facts, and was able to get 62 years of history of Moorabbin movements by calendar year.

 

The dotted line is the auto-generated trend line.

The green line shows that for 60 years Moorabbin has had 200,000 movements or more

 

Companies would kill for stability like that.

 

SO why the drop from 10 straight years of 300,000 movements in the early 90's?

Look at '89 - did they get to 400K that year? Seems like the last time Morabbin made it over 300K was 15 years ago - and I'd actually question how many of these movements recently had numbers on the side when back in the day, AUF was verboten from CTA/CTR, so everything you'd see 'back then' had to be VH-.

And I think your trend line is broken. There's no trend, it looks to be static at around 290,000 movements.

4 hours ago, turboplanner said:

We established that:

 

Bankstown had 243,126 annual movements in 2011 and 248,000 in 2017

Moorabbin 295,000 (800/day in 2023)

Van Nuys, California had 300,000 in 2023

So our metropolitan airports are roughly  on a par with California

And when you look at the [latest figures, it's dropped yet again. For the first 6 months of FY23/24, Archerfield had 110,000, of which half were fling-wing. Bankstown had 109,000, though 15% were helicopters here. Morabbin is the most popular at 134,000 for 6 months, with similar helo percentages to Bankstown. Extrapolate those figures for the full FY and you're looking at 220,000 movements for Bankstown, still 10% lower than a decade ago.

And that's the key takeaway from these latest figures - they continue to show the decline in GA movements at our largest airports, and by extension, airports across the country.

9 hours ago, jackc said:

My previous Flying School would not hand over my log books, complained to RAA, care factor zero.  

Not that new students are aware of this, but if enough of us keep saying it, maybe the word'll go out. 

DO NOT keep your logbooks at your school. They are your personal property. 

If the school collapses, you'll have to deal with an Administrator to try to get them back and good luck with that. Keep them in your flight bag and nowhere else - if your instructor says "You need to store it here!", politely decline and say "While I'm sure it won't happen here, I've heard enough horror stories of school's going under and student's losing access to their logbooks, and that would severely disrupt my training. So I'd prefer to keep it at home in in my flight bag, and bring it to each lesson same as my headset".

In the RV with the push/pull tubes, I ran a bit of string through the tube and tied a small sponge to it. Poured etch primer in at the sponge end, then pulled it through, "painting" the inside with the sponge. Repeat as often as needed till you're comfortable 'enough' has been painted to coat the interior.

On 31/01/2024 at 7:23 PM, LoonyBob said:

If I were to debate, on an open forum, the pros and cons of homemade IEDs, then that information would be widely available for a long time.

 

None of us should use this forum to present practicable mechanisms for terrorism, because most all of us are likely to come up with better ideas than your average agro gronk.

I've long held the opposite view. Granted those of us in flying, or other industries that make us a target could make things easier for your average psycho, but there's enough information out there for any dedicated nutjob to do significant damage without assistance from those of us on the inside of whatever industry. And a lot of it is available from the likes of the NTSB/ATSB or scientific articles & datasheets.

If you're a truly dedicated terrorist group, you're going to have people doing significant research on the pros and cons of each method of martyrdom to get the best bang for your body and there's enough information out there for almost any industry to let you do so - it'll just take a little more time to collate than if we were to discuss it here.

$315 for an unserviced block in an airpark? Flamin' eck...

Two blocks available with through-the-fence access to Scone Airport went for a little under $350 last year - and they're, fully serviced. And with no body corporate fees either. A third was sold for $900 with private taxiway access, a nice house & big hangar already on it a couple years prior while a 4th fully serviced block with private taxiway access to Scone went for under $300 about the same time.

14 minutes ago, Roundsounds said:

You do realise the ADSB returns are based on pressure height? The QNH at 3pm was 1007, therefore you need to take approx 180’ off the ADSB pressure height return to get an altitude.

I did, and I'd forgotten! Appreciate the correction. 

I simply compared it to the two earlier laps from a few hours previously, I didn't think to get the QNH's and cross-check the baro-corrected altitudes.

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and the wind at the time 3:10pm local  was ... dunno cant see back that far, suspect (S) easterly component.  Instructor would not send him  up if it was appreciably windy. 

The 1500 Camden AWIS a few minutes prior to the accident was out of the northwest at 9 gusting 13, so almost direct crosswind (Though the BoM records now show it as 8 knots, not a meaningful change really, but I note it on the grounds of accuracy). That being the case, GS would be almost identical to IAS on the downwind leg, if not slightly lower than indicated. Given there's no reduction of GS to anything resembling stall speed for a lightweight 172, I'm going to go out on a limb and say he didn't stall it or spin in. Compare the ADS-B data here with that from the Gundaroo prang, they're markedly different.

It's a weird one, it almost looks like the beginning of a spiral dive, but I can't begin to fathom what would cause that at the base turn. 

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Seems to me that that is an extraordinarily wide/long circuit - the pilot may have been having problems quite early on in the flight

 

ADS-B Exchange shows it to be within 150m or so of two previous circuits conducted by the same plane earlier that morning. Not sure if it was the same student or not, but I'm wondering if they turn Crosswind early due to a noise abatement restriction on overflying Wivenhoe Village, so rather than 500' upwind, turn, climb to 1,000, turn, they turn early causing a longer-than-normal crosswind leg, pushing the downwind leg further away from the runway than would normally be the case. Any Camden-based folks able to comment?

One thing I did note was he was 200' high throughout his downwind leg. ERSA says 1,300' but he flew downwind at 1,500.

Something's not adding up for me... The reported wind at the time (1500L)was out of the northwest at 9G13, so almost direct crosswind for the runway (and downwind leg...) meaning GS is almost equal to KIAS. The last ADS-B return on the downwind had him doing 80Kts GS, before it increased to a reported 90 and beyond in a 3000FPM descent and entering a slight left turn.

80KIAS is way above the S&L stall speed of a light 172 - even cranking a load of bank you're going to need near 60* and about 2G to get close to stalling it at 80KIAS - and that kind of turn isn't reflective of the ADS-B track - especially when you compare that to the track of that Cirrus at Gundaroo you'll find they don't marry up insofar as a stall/spin accident. It looks more like that 172S prang out of Melbourne where the student lost the fight with the autopilot ALT HOLD mode - though why you'd be using the AP on a downwind leg on your first solo in a 172 I cannot fathom...

PPrune reports he had his RPC - or at least, 40  hours RAAus...) and this was his first solo in a VH registered aircraft.